New York Daily News

First Drive: The reinvention of America’s SUV delivers a reimagined icon in the redesigned 2018 Jeep Wrangler

Ron Sessions ·Dec 13, 2017 12:01 AM

If you could wave a magic wand and teleport back to, say, 1939, before the Greatest Generation went off to battle the evil Axis powers, you would essentially put yourself into a world without SUVs. The rear-drive 1930s Chevrolet Suburban wagon notwithstanding, the World War II-vintage Willys Jeep MB was the original 4-wheel-drive sport-utility vehicle (SUV), arguably the one whose ultimate popularity has culminated in today’s tsunami of jacked-up and morphed-out hatchback/station wagon/minivan replacements that people insist upon calling SUVs.

The ancestral descendant of that first Willys Jeep is the Jeep Wrangler, which has kept close to the original formula, its seven-bar grille and lasting legacy surviving more than a few corporate takeovers of the company since the war. The Wrangler name arrived for the 1987 model year, replacing the CJ series, and since then it has become the crown jewel of the Jeep brand, one of the company’s top sellers not just in the U.S., where it ranks just behind the Grand Cherokee, but also in 150 countries worldwide.

A new Wrangler comes along only every decade or so, and that time is now. What do you do with an icon that first broke cover to go to war? How do you update an off-road legend in a market co-opted by crossovers masquerading as SUVs? The answer is very carefully.

In the modern era, though, the redesigned 2018 Wrangler JL must retain its trademark capabilities while expanding its appeal to people who really don’t require them, and that’s not easy. The Wrangler JK, also on sale in 2018, is the old version of this Jeep.

Tradition, evolved

More affordable but less accommodating, the Wrangler 2-door is seen here in Sport trim with an optional hardtop.Image by: Ron Sessions

Jeep design head Mark Allen says the 2018 Wrangler theme is tradition, evolved. His favorites of the past were the flat-top-fendered CJ-5s and CJ-7s, so the new Wrangler has them. The new Wrangler’s grille returns to a keystone shape, closer to that of earlier Jeeps. The hood is more level. There’s a faster windshield now, angled back 6.5 degrees for improved aerodynamics, but it still folds down flat in a fraction of the time. Glass is larger all around for improved visibility, and it is easier to see out thanks to a 1.5-inch taller windshield, a relocated spare tire moved lower on the rear cargo door, and a lower beltline than before.

At its core, the Wrangler is an open-top vehicle. Therefore, all four trim levels – Sport, Sport S, Sahara and Rubicon – have a standard removable soft top. But the maze of zippers disappears because much of the top is assembled with a tongue-in-groove technique. Last year, removing the soft top required twisting of 28 bolts and up to 90 minutes of labor, and re-installing the thing was akin to erecting a tent in the dark. By comparison, the 2018 model’s top is held on with just four bolts and takes less than four minutes to fold.

As an option, the hardtop returns complete with removable roof panels over the front seats and available body-matched paint. You can still remove it, too, and now it has rear side windows that pop out for more of an open-air driving experience. A new optional power soft top is offered on 4-door models, and it can be operated at speeds of up to 60 mph.

Inside the roll cage

Yes, the Wrangler’s windshield still folds down and the doors still come off. But there’s also an available 4G LTE Wi-Fi hotspot onboard as well as the latest Uconnect infotainment systems.Image by: Ron Sessions

For Ryan Patrick Joyce, Jeep’s interior design manager, the quest for the new Wrangler’s cabin was to achieve “horizontality.” For example, the dashboard’s round gauges and air vents are aligned horizontally, a tribute to the classic simplicity of the early Willys Jeep MB’s flat-panel dashboard design.

There’s also a standard body-color roll cage for improved rollover protection, and it makes folding the windshield a snap in comparison to the previous Wrangler. The doors are self-closing now, and they have a new detent feature that keeps them open to a set position when desired, yet remain removable by unscrewing a few Torx-head bolts. The new Wrangler’s carpet is also still removable and the floor retains drain plugs to eliminate water after a stream crossing.

So yeah, the 2018 Wrangler still isn’t as plush as a Grand Cherokee. But it’s no Willys Jeep, either.

Practical makes perfect

With the redesigned 2018 Wrangler, Jeep wanted to make its rugged SUV more family-friendly with improved rear seat comfort and upgraded safety features.Image by: Ron Sessions

Indeed, unheard of refinements are present and accounted for in the new 2018 Jeep Wrangler. The Sahara trim, for instance, comes with a hand-wrapped dash top with exposed stitching. There are real metal trim accents that feel cool to the touch. And the new Wrangler is offered with a heated steering wheel for the first time.

Technologically speaking, the latest family of Uconnect infotainment systems is available with 5-, 7- and 8-inch touchscreens. Android Auto and Apple CarPlay are also available, along with navigation and a long list of other features. All Wranglers feature push-button engine starting.

The new Wrangler is also more practical thanks to longer armrests, bigger storage areas, and a center console bin with 2-tier storage that can now accommodate an iPad. Both the glovebox and console bin are lockable and there’s more hidden storage under the cargo floor. Also, new auxiliary switches on the dashboard can be programmed to operate accessories such as aftermarket winches without having to drill holes in the dash.

Back seat comfort is enhanced with a more reclined seatback, and the cheap seats also get their own heater/air conditioning vents and USB charging outlets.

Safety is improved, too, thanks to standard side-impact airbags and a backup camera mounted within the tailgate-hung spare tire. Options include new blind spot monitoring and rear cross-traffic alert as well as rear parking assist sensors.

Lighter is better

By putting the new Wrangler on a diet, Jeep improves the SUV’s fuel economy, acceleration, handling, and ride quality.Image by: Ron Sessions

Mechanically, key goals for the new 2018 Wrangler were to maintain its legendary off-road prowess while offering refined on-road dynamics and better fuel economy for the daily drive. Engineers saved more than 200 pounds employing solutions like composite hardtop panels and aluminum bodywork. The frame is also 100 pounds lighter thanks to extensive use of high strength steel.

Despite the diet, the new Wrangler’s body feels tight and stiff, with virtually none of the creaking, rattling, and wiggling of past models. Especially when equipped with the optional hardtop, the cabin is largely free of road and wind noise. Even on the freeway, conversation with passengers is possible at normal voice volume.

Jeep retuned the Wrangler’s shocks (twin-tube gas dampers on Sport models and high-pressure monotubes on Sahara and Rubicon) for an improved on-road ride with little of the jounciness you may have experienced in the past. Road-surface irregularities still come through loud and clear but really harsh impacts are well muted and the Wrangler keeps its composure over big rises and dips. Jeep raised the SUV’s roll center to reduce head toss, a change especially appreciated on uneven roads with lots of elevation and camber change.

A new electro-hydraulic rack-and-pinion steering system with improved on-center feel replaces the ancient recirculating-ball hydraulic gear, resulting in better road feel than is generally available with all-electric power steering systems. Wranglers with two doors have a slower 17.4:1 ratio, a desirable feature on a tall vehicle with a short wheelbase. The Wrangler 4-door gets a quicker 15.6:1 ratio.

Power choice struggle

Vents on the 2018 Wrangler’s body sides relieve underhood pressure and stop hood flutter, while Rubicon models (seen here) have added vents punched into the top of the hood.Image by: Peter Bohr

You might find it hard to choose an engine for a Wrangler, especially in light of the announced turbo-diesel and plug-in hybrid variants. If you can’t wait for either of those power plants, you’ve still got decisions to make.

The 2018 Wrangler’s base engine is carried over from last year, a 3.6-liter Pentastar V6 shared with the Grand Cherokee, though output is down slightly due to more restrictive engine breathing. Automatic engine stop-start technology is standard, shutting the engine off at stoplights and giving fuel economy figures a slight bump.

A 2018 Wrangler 4-door equipped with the new, optional 8-speed automatic transmission nets EPA ratings of 18-mpg city/23-mpg highway, for a combined average of 20 mpg, a significant improvement over last year. Stick with the new, standard wide-ratio 6-speed manual, and the 4-door gets EPA estimates of 17-mpg city/22-mpg highway and 19 mpg in combined driving, a less impressive nevertheless improved result over the 2017 model.

As base engines go, the 3.6-liter V6 is no stick in the mud, its 285 hp and 260 lb.-ft. of torque getting the 2-ton (or more) Wrangler up and running with little effort. By my wristwatch, it gets to 60 mph in an estimated seven seconds, a far cry from the agricultural-grade 4-cylinder that powered the first Jeeps.

The Wrangler’s 8-speed automatic is adapted from the Grand Cherokee and, compared with the 5-speed autobox that preceded it, offers both a wider ratio spread and shorter steps between the gears to help keep the engine in the sweet part of the power curve for improved part-throttle response and liquidity.

The all-new 6-speed manual, available only with the V6, has wider ratios for improved low-speed acceleration and cruising-speed fuel economy. The shifter’s throws are significantly shorter, and while it is cable-operated rather than a direct shot into the gearbox (which is usually a negative) the design allows engineers to reposition the shifter for improved ergonomics.

As an option, Wrangler buyers can choose a direct-injected and turbocharged 2.0-liter 4-cylinder engine, a variant of the base engine in the Alfa Romeo Stelvio SUV and Giulia sedan. It is paired with an 8-speed automatic and features a new eTorque mild-hybrid system with a belt-driven 48-volt starter/generator and regenerative braking. The idea here is to inject electrically fed torque immediately following accelerator application to reduce lag, and to improve efficiency when coasting and by shutting the engine off sooner as the Wrangler comes to a stop.

Although the turbo 2.0-liter’s 270-hp output is lower than the base V6 engine’s, the 4-cylinder feels faster. Its twin-scroll turbocharger spools quickly, summoning 295 lb.-ft. of peak torque earlier in the rev range than the V6 does, making for good response. There’s even a rorty bark out the exhaust when you punch the accelerator.

Considering that a 4,000-lb Alfa Romeo Stelvio can sprint from zero to 60 mph in around 5.5 seconds, the slightly heavier Wrangler 4-door should be able to manage the same feat in about six seconds. And that’s not factoring in the electric power assist from the eTorque system, which you can definitely feel in the seat of your pants.

The Wrangler’s turbocharged 4-cylinder was still undergoing EPA certification as this was written, so official fuel-economy estimates are unavailable. But considering that the eTorque hybrid system supplies fuel shut-off during coasting and deceleration, intelligent battery charging, and regenerative braking, it should have no trouble improving upon the V6 engine’s ratings of 18-city/23-highway. The eTorque turbo 4-cylinder will go on sale in the second-quarter of 2018.

Off-road reckoning

he 2018 Wrangler Rubicon groups all of this Jeep’s best off-road gear and capabilities into a single, all-boxes-checked model. Getting down the mountain is just as much fun as getting up.Image by: Peter Bohr

Both of the Wrangler’s engines are offered with a choice between three 4-wheel-drive systems. A Command-Trac manual part-time transfer case with a 2.72:1 low-range is standard for Sport, Sport S, and Sahara trims, while the Sahara can be optioned with a new Selec-Trac full-time system with a 2.72:1 low range. A Rock-Trac part-time system is standard on Rubicon and optional on Sahara, providing a 4.0:1 low-range. For added traction, a rear Trac-Lok anti-spin rear differential is available on Sport, Sport S and Sahara, while Rubicons are equipped with Tru-Lok front and rear electronic lockers.

If you have no idea what any of that meant, here’s the short story: The Wrangler Sahara comes with a set-it-and-forget-it 4-wheel-drive system that is always ready to rock.

The aptly named Wrangler Rubicon also features removable outer front bumper sections to improve the approach angle for steep inclines, steel rock guards outboard of the rocker panels, and vents punched into the top of the hood. It also gets a 1.5-inch wider track, 33-inch tall (outer diameter) all-terrain tires, and an electric front sway-bar disconnect system, all of it perfect for super-slow rock crawling.

Most of my time with the new Wrangler was spent in a 2-door Sport and a 4-door Sahara on suburban streets, dirt roads, freeways, and 2-lane highways, but Jeep set up a challenging, boulder-strewn off-road hill climb that had me drawing upon all of the Rubicon’s off-road hardware (and Jeep’s off-road spotters).

With both the front and rear locking differentials switched on, the Rubicon’s extra low 4.0:1 range engaged, and the 8-speed automatic manually locked into first gear, I climbed the 70-foot high slope in a 4-door Rubicon V6 one boulder at a time, no doubt thanks to an effective crawl ratio of 77.2:1. At that gear reduction it was possible to tackle the hill’s challenges an inch or so at a time with small variations of throttle.

Needless to say, the Wrangler Rubicon’s standard skid plates for the transmission, transfer case, and fuel tank performed their job well, as did the Rubicon’s steel rock guards outboard of the rocker panels.

Priced to play

If you want the basic Wrangler experience, go for the 2-door Sport with manual-wind windows, manual-locking doors, manual-adjusting fold-in mirrors, no air conditioning, simple AM/FM radio, and a Sunrider folding top. Thanks to its short 96.8-inch wheelbase enabling a nimble 34.5-foot turning circle, 6.3 feet tighter than the 4-door Wrangler’s, this version is the most maneuverable in addition to being the most affordable. Jeep prices the Sport 2-door at $26,995, while the Rubicon 2-door starts at $36,995. Add another $1,195 for destination charges.

Jeep says that four out of every five Wrangler buyers opt for the 4-door version. With easy access to the back seat, greater passenger capacity, and a substantially larger cargo bay, the 4-door Wrangler makes more sense as an everyday family vehicle – especially the way most people use SUVs today. Cargo volume measures 31.7 cu.-ft. behind the rear seat, and 72.4 cu.-ft. with the rear seat folded down.

Nevertheless, with a class-leading 41.4-degree approach angle, 36.1-degree departure angle, and 20.3-degree breakover angle, plus 9.7 inches or more of ground clearance, the 4-door Wrangler can go just about anywhere the 2-door can. And that’s despite a wheelbase that’s 2.4 inches greater than a Chevy Tahoe’s.

Pricing for the Wrangler Sport 4-door starts at $30,495. Sahara trim is exclusive to the 4-door model, adding standard full-time 4-wheel drive and many amenities that today’s SUV buyers want, such as leather seats and a navigation system. Jeep wants $37,345 for the Sahara 4-door, while the range-topping Rubicon 4-door is priced at $40,495, all plus $1,195 for destination charges.

Jeeps aren’t just for off-roading anymore

The 2018 Jeep Wrangler JL is better to drive on the road without losing any of its traditional off-road capabilities, which should make it appealing to a broader cross-section of SUV shoppers.Image by: Ron Sessions

Though the 2018 Jeep Wrangler JL is modernized – better to drive, more efficient, and equipped with a greater number of creature comforts and contemporary technologies – it hasn’t lost its rugged edge or trail-blazing capabilities. And especially in newly refined Sahara trim, which is perfectly priced to go head-to-head with more conventional family-sized crossovers, Jeep makes the Wrangler more appealing to a wider cross-section of SUV shoppers without diluting what made it a legend in the first place.